TRIUMPH TIGER 900 RALLY PRO IN THE 50,000 KM ENDURANCE TEST | Optically neat, opulently equipped travel enduro

 The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.

Kilometers 22.134, 11/21

Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.

engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right. 

A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.

Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line. 

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.

Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.

 Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully. 

Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. 

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.

However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.

Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.

Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

Kilometers: 21,145, 10/21

Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane. 

The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound. 

But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel. 

In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

Kilometers: 13,100, 8/2021

Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks. 

As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.

So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed. 

This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there. 

For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.

But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this. 

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.

Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.

If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.

Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.

Kilometers: 10,400, 8/2021

Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic. 

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).

Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.

I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.

Kilometers 5,788 and 6,729, 6/2021

More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

" At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.

Triumph Tiger 900 Rally Pro endurance test

Thomas Schmieder

The cat already caused a lot of thrill in the editorial office.

But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.

Endurance test start

The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and. 

With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".

What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."

 In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.

The chic Triumph Tiger 900 Rally Pro model year 2021 takes 50,000 kilometers under its wheels in the long-term test. Here you can always find out up to date what there is to report about her from the endurance test.    The optically neat and opulently equipped travel enduro Triumph Tiger 900 Rally Pro has been enriching the MOTORRAD endurance test fleet as a great tourer since June 2021. Before the three-cylinder was finally released into everyday editorial work, it had to be measured on the test bench. This is followed by the input measurement as well as the sealing of the motor and a compression measurement. After about 25,000 km we publish a detailed interim endurance test in the magazine MOTORRAD; Final measurements follow after 50,000 kilometers, before the Triumph engine is dismantled and examined.  Kilometers 22.134, 11/21  Colleague Jens Kratschmar drove the Tiger a good 1,000 kilometers as a shuttle vehicle at the beginning of November. In fog and low temperatures, the Triumph's comfort systems reach their limits.  engine: After 20 years of triumph with the 120 ° degree triple, switching to the 90-180 degree engine of the Tiger 900 is a difficult one, which takes time to get used to the rough, high-vibration running. This time is sweetened by the finely tuned sound that reaches the driver. Nice timbre from the tank and airbox, throaty hissing and hum from the silencer. Mechanically very present when idling. When accelerating, the chronicler looks in vain for drawers for the sheet music: twin or triple or V4? Somehow they are all right.   A souvenir of the new character is more torque, which especially from the cellar pushes confidently: The triple muffs without complaint in high gears from low speeds. Unfortunately, the proclaimed 10 percent more power at the top is lost in the lack of will to turn from just over 7,000 tours. The search for more character and a helping of rough legs for the off-road model (s) was successful. The tigers lose the charm of the gentlemen triple, nobody will miss them there.  Landing gear:Anyone who judges a motorcycle 240 millimeters at the front and 230 millimeters at the rear purely by its road quality has not understood the concept. Because, of course, an off-road chassis with the appropriate tires cannot consistently tinker with the last percent of road performance. Accordingly, the chassis works a lot when accelerating and braking and reacts to load changes in the curve by choosing the wide line.     The enormously powerful braking system plays a major role in this. You have to be prepared for the tiger to show its own teeth, give precise directions and let your fingers and toes off the brakes. Then it works with the hunt on asphalt. Tires: Dunlop Trailmax Meridian no longer fresh, the front just before the wear mark. Despite high mileage still reliable grip in damp autumn, even if he has already lost the absolute will to give in a little. With a rider weight of 120 kilos, the preload of the shock absorber helps to open three clicks from the maximum, then the Tiger folds in better.  Ergonomics and comfort:At 1.88 meters only the slightly too acute knee angle of the Tiger 900 Rally Pro bothers. Otherwise, the seat and handlebars are well positioned, and the narrow tank cap is integrated to match. The chic display with its many display styles is interesting and playful, but the chronicler cannot find the optimal mode for himself.   Operation via the joystick solved well. All switches can be operated without hand-off the handle, with a good feel and clear pressure points. Height adjustment of the pane effectively with rustic charm. Quickshifter with blipper not free from criticism. Rather rough when upshifting under 4,000 tours. When blipping, the throttle must be fully closed for it to work. In general, the Quickshifter looks put on. No great gain in comfort, as the throttle grip has a lot of free travel, no real "throttle feeling" generated and a delicate application of the gas difficult. Heated seats and grips heat up well up to 10 degrees, but when they are close to zero, both no longer fight the cold quite successfully.   Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.     Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong. However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution. Low beam straight ahead ok. The fog lights help here with a wide ring of light, although their basic use is not permitted. High beam: strong.  However: through forests in the dark, the cone of light falls into the ground for several meters when braking, which turns the search for the turning point into a scavenger hunt. Afterwards, the Triumph illuminates the curve too high and narrow in an inclined position. Driving slower helps, but is not a solution.  Look and feel: With the Tiger 900 Rally Pro, Triumph underscores the claim of a premium manufacturer. Frames in white, attachments, components and paint are upper class. The only annoying thing is the difficult to use main stand when the case holder is mounted.  Conclusion: New, great engine and new, strong character are the two apt core statements of the Tiger 900 Rally Pro from Triumph. 15,650 euros in khaki plus the case system is a word that you have to and want to be able to afford.    Kilometers: 21,145, 10/21  Eight months in the endurance test fleet and over 20,000 kilometers already torn down? Obviously, not only prominent secret agents like the versatile qualities of Brit bikes made in Thailand. In addition to a trip to Sardinia, all kinds of trips added up in everyday editorial work. So far, the big cat has done very well. The list of negative anomalies is short. Most important misfires: the engine stopped working twice when accelerating with a loud "click". Not a good feeling, in the middle of the fast lane.   The triple jumped after the ignition was switched off and on again (just saved on the hard shoulder) but immediately started again and continued to run without any problems. The workshop's investigation into the cause was unsuccessful, no entry in the fault memory. We are watching this carefully. Unlike all other Triumph triples, the crankshaft of the 900 engine does not have a 120-degree offset with an even 240-degree ignition interval. Instead, two 90 degree crank pin offset ensure uneven ignition after 180, 450 and 720 degrees. This results in an individual, robust sound.   But the vibrations are also noticeably more present. Last point of criticism: In summer, the engine waste heat sometimes excessively heats the driver. On the other hand, the draft shield is absolutely convincing, the 10,000 inspection was cheap, just under 250 euros. In terms of travel technology, the travel enduro is comprehensively equipped. Handle and seat heating (!), Additional headlights, comprehensive control electronics and connectivity - everything on board. The transmission, including the gearshift, does its job excellently. Dunlop Trailmax Meridian harmonize well with the 900. Our suspension setting when fully loaded: The rear spring base is completely increased so that the balance is right, a lot of weight is put on the front wheel.   In addition, the rebound damping is turned almost completely from a full to half a turn so that the shock absorber does not bounce on bumps. On the fork, the rebound damping remained open for five clicks. But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives! But a turned compression damping reduces the "brake nod". This is how the Tiger drives!    Kilometers: 13,100, 8/2021  Even the motorway journey to the curve and vacation paradise of choice - southern Styria - loses much of its usual horror with a travel enduro. Wind protection and seating comfort are top notch, and those who start in the usual "summery" Germany are happy to have the opportunity to warm up their hands and buttocks.   As the previous speakers said, this can also be done with almost 200 items on request, but this depresses the feel-good factor for various reasons: firstly, the engine vibrates quite vigorously, secondly, it pulls on the head considerably, thirdly, commuting is for the fully bagged and laden Triumph is no longer a foreign word and fourth, on a German autobahn due to the constant change from speed limits, construction sites and stressed commercial travelers, it's usually no fun anyway.  So it is quite fitting that the cruise control can be adjusted to a maximum of 161 km / h, which means that in sixth gear you still end up just below the 6,500 revolutions per minute at which the vibration of character turns into nervousness. However, it is difficult to say whether it is exactly 6,500 revolutions at which the vibrato starts, because no matter which of the four views you choose in the cockpit: there is no quick and precise information about the speed.   This can be displayed as an exact numerical value in the on-board computer, but then sometimes conceals more interesting information. For example, the instructions from the navigation system. Basically a fine thing: Download the "My Triumph" app onto your phone for free, connect via Bluetooth and, thanks to the always up-to-date Google data, get to your destination safely. The handling is still in need of improvement here and there.   For example, there is no possibility of selecting destinations from the past for a new route calculation. You can also not change the route preferences, e.g. B. Avoiding motorways, change without interrupting the current route guidance. And an indication of the current destination in the cockpit would certainly not be wrong either. But well, there is this saying about the gift horse and his mouth, and in view of a rock-solid, free navigation solution, this doesn't seem entirely wrong.  But at some point you have achieved your goal, and then the requirement profile shifts again. By the way, it was called Südsteiermark - a thoroughly recommendable piece of earth. Like every travel enduro, the Tiger can also be chased effortlessly through the landscape in a hurry, contrary to its looks, scales and tire dimensions. The almost quarter tonne on wheels, including suitcases and luggage, makes you forget its weight quickly, the linear and grumpy three-cylinder makes a significant contribution to this.     The desire for more hardly arises in a narrow space. In general, one could ask why the leading ignition delay does not also enrich a few other of the many triples at Triumph. The mixture of typically fizzy three-cylinder crema and a light bumblebee is unique on the market and definitely turns you on. Despite the rustic note, the drive is tame and buttery soft, even in the sharpest "Sport" mapping. An inspiring package, so much so that the fearful nipples of the footpegs scratch the asphalt faster than you think.  Speaking of fear: it briefly issued an error message that appeared for the first time after approx. 750 kilometers. Lots of red in the cockpit and statements such as "Front tire sensor" and "Park motorcycle immediately!" can briefly multiply the stress level. This message has come and gone sporadically since then, alternating happily. The front tire was still in excellent health even after the umpteenth meticulous check. Lay diagnosis: air pressure sensor broken or wobbly.  If you shunt the Triumph back and forth, maybe even jack it up, you notice it again, the barely quarter ton. Motorcycles are a mighty dream, especially when they are loaded with bags and packs. And if you circle through the many small villages in southern Styria disguised as postcard motifs, you also notice how high the motorcycle is. A seat height of 885 millimeters is a word, almost too big for a body length of just 180 centimeters. Fortunately, the bench can be installed one step lower in just a few simple steps, which then results in 870 millimeters.  Incidentally, the front wheel sensor was immediately inspected by the local Triumph dealer back in Germany. A new one has been ordered and the problem is probably not entirely unknown, as the editorial colleagues also know from experience with other test tigers. We stay tuned.  Kilometers: 10,400, 8/2021  Patrick Pietsch kidnapped the long-term test Tiger on a 2,500 km long alpine tour: "The Triumph 900 Tiger is great when it comes to travel! The engine felt exactly the right power and a full torque from below, so that from sporty driving in the Alps All operating modes are covered up to relaxed country road traffic.     Only at permanently higher speeds on the motorway (speed 120 km / h or more) do the handles vibrate relatively strongly, which has occasionally led to numb hands for me. The engine always makes you want more ; its sound is pithy to lively and is accompanied by a turbine-like whistle. With its 3 cylinders, it is neither too bumpy for me (as is often the case with the two-cylinder) nor too calm (as sometimes with the four-cylinder).  Although the Tiger feels quite heavy and big, you can also get around the smaller corners with it. Compared to the BMW 1250 GS, the Triumph is much easier, more relaxed and more agile to drive, according to my subjective opinion. Especially when maneuvering and turning, the weight and the high seat height are also noticeable - as with almost all large travel enduros, it is easy to tip over. A few degrees of inclination while standing are enough and the tipping can no longer be stopped. But that doesn't change my enthusiasm for the Tiger 900, because it scores with a comfortable seat, good damping chassis, and suitable wind and rain protection - as a naked bike rider, I'm used to different things.  I still find the display, with its revs in both directions, a bit of getting used to with Triumph. The case system looks a bit bulky, but is practical in handling and offers more than enough storage space even for longer trips. Regarding consumption: The Triumph treated itself to 5.03 l / 100km on our Alpine tour over approx. 2,500 km. For comparison: the endurance test 1250 GS drove the same distance with 4.69 l / 100 km and has a little more power.  Kilometers 5,788 and 6,729, 6/2021  More than annoying, almost dangerous: The triple went out on the autobahn twice. Rainer Froberg from the MOTORRAD action team had this unpleasant experience once. After a construction site, the engine suddenly stopped when the gas was opened again: "with a loud mechanical thump and clacking noise, suddenly nothing went on in the middle of the left lane.    " At least the on-board electrics were still working, and Rainer could flash his way onto the hard shoulder. After there was no "light penetration into the engine housing", i.e. no engine damage visible from the outside, Rainer switched the ignition off and on again, whereupon the triple started immediately. Editor-in-chief Uwe Seitz also had a similar experience.  Triumph Tiger 900 Rally Pro endurance test  Thomas Schmieder  The cat already caused a lot of thrill in the editorial office.  But nothing was stored in the error memory. All sensors also work as they should. So we're looking closely at how things will continue. And look forward to great tours with the Tiger. Because this is where he / she can best exploit the strengths of comfort, equipment and long range.  Endurance test start  The travel enduro with its 888 cubic triple features the highest level of equipment. What is on board as standard? A lot, a hell of a lot: heated seats and heated grips, 7-inch TFT display, shift assistant, illuminated switches, electrically adjustable chassis, six different driving modes, engine protection bars, aluminum oil pan protection, main stand, tire pressure monitoring system, additional headlights, cornering ABS and, and and.   With this, and with its chic aura (green paint in contrast to the main frame painted white), the Tiger 900 was already able to score on a tour to Sardinia. Claudia Werel and Markus Biebricher were looking for good reports for our travel magazine "Ride".  What did you find on the Triumph? Comfortable seats and a comfortable chassis: "stable, but not very handy." In addition, "a gearbox that can be shifted smoothly and a clutch and brakes that can be adjusted nicely." But there are also points of criticism, such as the passive seating position: "The handlebars are too far away for dynamic, front-wheel-oriented cornering."   In addition, the tubular frame is rather wide and spreads the legs quite a bit. And on the clutch bell, the hip plastic protector is in the way of the right lower leg. Most of all, the tiger feels heavier than it actually is. That is a real 234 kilograms, plus eleven kilograms for the two aluminum cases. None of this is excessive. Nevertheless, the Triumph Tiger 900 Rally Pro always looks a bit slow to drive.    Be sure to try other tires  Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires.   We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.  The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.  Radiator splitting à la R 1250 GS  The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver.   But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

Be sure to try other tires

Just for comparison: Our endurance test Yamaha 700 Ténéré weighs 221 kilograms with engine protection, main stand, but drives worlds more nimble than the Tiger 900. To what extent the tires play their part in the sluggish handling, we still have to go with other tire brands. At the moment, the 900 series is still rolling on the standard Bridgestone Battlax A41 road enduro tires. 

We are curious whether Contis or Metzeler, Michelins or Pirellis will make the Triumph more manageable. After all, the Tiger with the Bridgestones remains absolutely stable on the autobahn, up to a Vmax of 195 km / h, very gently slowed down by the ride-by-wire that at top speed simply does not release a full 90 degree opening angle of the throttle valve.

The triple takes off bravely at lower speeds. But "it vibrates noticeably from 5,000 tours, but does not kick or rock" is in the logbook. Nanu? In general, the three-cylinder from Triumph and Yamaha plus those from MV Agusta are considered highly emotional drives. Well, Triumph has designed the grumpy-sounding 900 triplet differently than all triple sisters: The crank pin offset on the Tiger is 90-90-180 degrees instead of the usual three times 120 degrees. That explains coarser vibrations and tougher, not quite as turbine-like, loose turning.

Radiator splitting à la R 1250 GS

The installation position of the motor is also new compared to the 800 predecessor. He slid forward a little. This enables a new cooler design: Instead of a large one-piece radiator, the Tiger 900 uses two smaller coolers offset to the sides. This "cooler splitting" à la BMW R 1250 GS is intended to save weight and reduce heat radiation for the driver. 

But, with all due respect, the latter doesn't really work: "The wind protection is great," wrote MOTORRAD editor-in-chief Uwe Seitz of the Triumph Tiger 900 Rally Pro in the logbook. "But almost none of the hot exhaust air from the engine is discharged, even at higher speeds." Uwe felt "like being on a grill" in the subtropical summer.

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